Engine-governor.



PATENTED MAR. 22, 1904.

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N0 MODEL.

ITE STATES DORWIN W. CONE,

Patented March 22, 1904.

tribe.

ENGINE-GOVERNOR.

SPECIFICATION forming part of Letters Patent No. 755,564, dated. March22, 1904.

Original application filed May 27, 1903, Serial No. 158,960. Divided andthis application filed August 8, 1903. Se a 168,715. (No model.)

To all whom it may concern.-

Be it known that we, DORWIN IV. CONE, residing at Toledo, in county ofLucas and State of Ohio, and DAVID N. PERRY, residing at Wyandotte, inthe county of l/Vayne and State of hlichigan, citizens of the UnitedStates, have invented a new and useful Improvement in Engine-Governors,of which the following is a specification.

Our invention relates to a mechanism for operating and automaticallycontrolling engine-valves, and has for its object to provide a mechanismof the kind whereby the valve or valves of the engine are operated toperiodically admit separate charges of compressed elastic fluid to thepiston-chamber from a supply source of substantially uniform pressureand whereby the pressure of charges admitted is automatically variedaccording to the requirements of the load; furthermore, to provide amechanism of the kind whereby the valve or valves of the engine,normally closed, are automatically moved to fully or partially uncoverthe valve port or ports for proportionate periods of time to admit tothe pistonchamber from a supply source separate charges of compressedelastic fluid respectively varying in pressure and motive forceaccording to the requirements of the load; furthermore, to provide amechanism of the kind whereby in the operation of an engine bycompressed elastic fluid an economical use thereof is secured.

The objects of our invention are accomplished as hereinafter described,and illustrated in the drawings, in which Figure 1 is a front view ofour governor. Fig. 2 is a section through the same on line X X ofFig. 1. Fig. 3 shows the operatinglever for moving the compressing-armsto ad just the compression of the springs of the governor, and Fig. 4.is a cross-section through a double-ported rock-valve.

As illustrated in the drawings, our governor is constructed in a formapplicable to a rotary engine A, constructed and operating as describedin an application for Letters Patent filed by us May 27, 1903, SerialNo. 158,960, in which steam or compressed carbureted air is admittedthrough a valve 1, arranged to rock in an arc to open the inlet-ports 2to admit a charge of gas or steam to the cylinder. The shaft 3 of theengine extends through the bearings 4, and at one side thereof there ismounted upon the shaft a disk-wheel 5, which is provided with a hub 6,keyed to the shaft. and with a lateral flange 7, extending around themargin of the disk. As the piston of the engine illustrated in thedrawings is designed to receive a plurality of impulses during therevolution of the shaft, we have arranged our governor to actuate therockvalve the desired number of times by providing wheel 5 with thetrip-heads 8. The tripheads 8 are movably housed between guides 9,formed by radial incuts in the marginal flange of the disk and whichextend along the incuts on both sides of the trip-heads, and thetrip-heads are retained in the incuts by means of the annularclosure-plate 10, bolted to the guide-walls and the rim of the flange.From the inner ends of the trip-heads a stem 11 is extended, which isheld in an aperture 12, formed radially in the hub of the disk, and tolimit the radial movement of the tripheads in or out the web of the diskand the annular closure-plate are provided with elongated slots 13,arranged opposite and in line with the movement of the trip-heads, and

through both slots a pin 14: is extended from opposite sides of thetrip-head, the projecting ends of the pin being adapted to contact withthe opposite ends of the slots and limit the movement of the trip-headsin and out. At one side of each trip-head stem a bell-crank 1.5 issuitably pivoted at its angle to the disk. Arms 16 of the bell-cranksare bifurcated at the free end to receive the stems of the tripheads,and upon each trip-head stem is mounted a fixed collar 17, by means ofwhich the trip-head is moved inward by the bell-crank toward the shaft,and to permit the movement of the bell-crank without interference withthe movement of the trip-head the adjacent faces of the trip-head andthe collar are crowned to allow the free movement of the short arm 16 ofthe bell-crank in its are. arm 18 of the bell-crank are mounted weightsUpon the long 18, which are adjustable thereon to increase or decreasethe centrlf-ugal force required to overcome the inertia of the governor,whlch is determined by the compression of springs" ed on the arm 22,connected to one side of the engine, that the trip-heads in theirrevolution will engage the roller 20 and push it out of their path, andthereby rock the lever.

Roller 20 is so disposed on the lever 21 that the lateral movement ofthe roller by the tripheads is proportionately multiplied at the end ofthe lever to produce the requisite movement of the valve. The movementof the lever is transmitted to the valve by means of a coupling-link 23,which pivotally connects the free end of the operating-lever 21 with thefree end of the lever-arm 2 1, mounted on the stem 25 of therock-valve 1. As the operating-lever is actuated by a trip-head in onedirection only, we have provided a spring 26, arranged to normally holdthe valve closed, with the trip-head roller in contact with the rim ofthe disk-flange. The spring 26 is connected at one end to thevalve-lever 24. and at the opposite end to a bracket 27 extending fromthe side of the engine.

Thus constructed when the valve has been opened and released by atrip-head the spring 26 quickly closes the valve, and, presupposing thatthe load is adjusted to a standard pressure in the source of pressure,it is manifest that when by reason of any reduction of the load thevelocity of the governor-wheel so increases that the centrifugal actionof the weights 18 is sufficient through the leverage of the bellcranksto further depress the springs 19 the trip-heads will be drawn inward inproportion to such increase of velocity, and thereby propor ionatelyreduce the length of time the valve 1 is open and also the port areathat is uncovered by the valve. It is further manifest that thepressureof the charge admitted to the piston-chamber by the valve at thefull capacity of the port will always be slightly less than that of thesource and that any reduction in the time the valve is open and in theport area that is uncovered will proportionately further reduce thepressure of the charge, and thereby secure an economical operation ofthe engine and also prevent any high acceleration of speed.

In the event that the pressure in the source of pressure is reducedbelow the standard while the load remains constant any reduction of thespeed below the average caused thereby will proportionately increase thelength of time the valve remains open at its full capacity, causing thepressure of the charges to proportionately approximate the full pressureof the source as the speed diminishes, thereby by reason of thisproportionate increase of the pressure of the charges force generated bytheir explosion.

To adjust the compression of the springs encircling the trip-head stems,and thereby establish the normal speed at which the engine will runbefore the governor-weights will further compress the springs, we haveprovided on the stems of the trip-heads movable collars 27 which areinterposed between the springs and the abutting shoulders 28 of the hub.The collars 27 are beveled upon one side to form inclined planes 29, andin contact therewith between the collars and the shoulders of the hubare arms 30, extending from the collar 31, movably mounted upon theengineshaft, with thearms extending through slots 32, formed in the webof the disk, and are bifurcated to receive the trip-head stems andbeveled to contact with the beveled sides 29 of the collars, wherebywhen the movable collar 31 is moved toward the disk the inclined planesof the arms 30 will raise the collars 27 and compress the springs, and,vice versa, when the collar 31 is moved from the disk the arms 30 willbe withdrawn and allow the expansion of the springs. By thisconstruction it is manifest that the resistance of the springs to thecentrifugal action of the weights will be according to the advancementor retraction of the movable collar on the shaft. The collar 31 isformed with a groove 33, in which a collar 3 1 is mounted, which isprovided with trunnions 35, to which the slotted operatinglever 36 ispivotally connected. The base of the operating-lever is pivotallyconnected to the bed-plate of the engine, and the top portion of thelever is provided with a slot 37 to receive the guide-arm 38 and withthe thumbscrew 39 to lock themovable collar in any desired position.Thus constructed when it is desired to adjust the engine to an increasedload, the pressure being normal or to a lower standard of pressure inthe source, the load being normal, the lever 36 is operated to force theadjustingarms 30 farther under the collars 27, which increases theresistance of the springs 19 to the centrifugal action of the governorweights, thereby increasing the speed,which eflects the desired objectineither case. To adjust the engine to a reduced load or a higher standardpressure in the source, the lever is operated to withdraw theadjustingarms, which diminishes the resistance of the springs and allowsthe governor mechanism to begin to retract the trip-heads at a lowervelocity of the governor-wheel, thereby reducing the pressure of thecharges to the requirements of the load.

What we claim to be new is- 1. In a valve-gear for engines, thecombination with arock-valve, of a rock-arm adapted to actuate the valveto open and close a port or ports, a wheel on the engine-shaft adaptedto engage the rock-arm and provided with radial ways through itsperiphery, tripheads in the ways and having limited radial movementtherein to project at different distances beyond the periphery of thewheel and adapted to actuate the rock-arm to open the valve-portsproportionate in time and distance to the projection of the heads, andat fixed periods of the revolution of the shaft, means to automaticallyactuate the rock-arm to close the valve when released by the tripheads,radial bosses on the wheel-hub provided with orifices radial to the hub,stems for the trip-heads extending into and movable in the orifices ofthe bosses, yoke-collars fixed on the stems, coil-springs mounted on thestems between the collars and the bossesand adapted to yieldingly holdthe trip-heads projected to the outward limit of their movement, and abell-crank for each trip-head pivotally mounted at its angle to thewheel-web and having the free end of one arm bifurcated and engaged withthe yoke-collar of a trip-head stem, and the free end of the other armweighted and held normally inward toward the hub by the stem-coil,substantially as and for the purpose set forth.

2. In an adjustable valve-gear for engines, the combination with a wheelon the engineshaft having spring projected trip heads adapted to actuatea rock-valve at fixed periods of the revolution of the shaft, and havingweighted levers so connected to the trip-heads that they will under theaction of centrifugal force draw the trip-heads radially inwardproportionately to the velocity of the wheel and the resistance of thesprings of the trip-heads, of means to adjust the resistance of thesprings of the trip-heads, substantially as and for the purpose setforth,

3. In an adjustable valve-gear for engines, the combination witharock-valve, of a rockarm adapted to actuate the valve to open and closea port or ports, a wheel on the engineshaft having spring projected tripheads adapted to engage the rock-arm at fixed periods of the revolutionof the shaft and acuate it, and having weighted levers so connected tothe trip-heads that they will under the action of centrifugal forceproduced by the revolution of the wheel draw the trip-heads radiallyinward proportionately to the velocity of the wheel and the resistanceof thesprings of the trip-heads, a collar movably mounted on the shaftadjacent to the hub of the wheel, adjusting wedge-bars projecting fromthe collar on opposite sides of the hub between the springs of thetrip-heads and their bases, adapted when moved in one direction toincrease the compression of the springs of the tripheads and when movedin the opposite direction to diminish such compression, and means tomove the collar forward and backward on the shaft substantially as andfor the purpose set forth.

L. In an adjustable valve-gear for engines, the combination with arock-valve, of a rockarm adapted to actuate the valve to open and closea port or ports, a wheel on the engineshaft having spring projected tripheads adapted to engage the rock-arm at fixed periods of the revolutionof the shaft and actuate it, and have weighted levers so connected tothe trip-heads that they will under the action of centrifugal forceproduced by the revolution of the wheel draw the trip-heads radiallyinward proportionately to the velocity of the wheel and the resistanceof the springs of the trip-heads, a collar movably mounted on the shaftadjacent to the hub of the wheel, adjusting wedge-bars projecting fromthe collar on opposite sides of the hub between the springs of the trip-heads and their bases, adapted when moved in one direction to increasethe compression of the springs of the trip-heads and when moved in theopposite direction to diminish such compression, a circumferentialgroove in the collar, a yoke-collar provided with trunnions mounted inthe groove of the collar, a lever having a lower end portion pivoted toa support, a central yoke portion encircling the collar and pivotallymounted on the trunnions of the yokecollar, and an upper-end handleportion, and means to lock the lever in various positions in the arc ofits movement'substantially as and for the purpose set forth.

In witness whereof we have hereunto set our hands this 20th day of July,1903.

DORWIN W. CONE. DAVID N. PERRY. Witnesses:

FRANK C. YOUNGS, RoBrE CONE.

